Train control



Pdtented July 29, 1919.

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WITNESSES ATTORNEY UNITED srarns ra rsivr @FFIQE.

EDWARIS REBO'UL, or rnILAnELrHIA, PENNSYLVANIA.

TRAIN CONTROL.

Specification of Letters Patent. Patented July 29, 1919.

, Applicatioufiled April 20, 191?. Serial No. 163,455.

To all whom it may concern: I 1

Be it known thatl, EDWARD A. RnnoUL, a citizen of the United States, residing at Philadelphia, in the county of Philadelphia or other similar vehicles operating over a line of way, when a danger condltion con fronts or precedes the same. a

.Another object of the invention resides in equipping a locomotive with automatically operating means for governing the action of the power-controlling and movement-arresting elements thereof, said means being capable of being thrown into active operation to automatically shut off the propel-ling power of the locomotive, and to apply the brakes thereof by contacting with a track-carried trip, the latter being preferably operated from a suitable signal-controlling station.

, A further object is to provide mechanism of this character so constructed as to bring the moving train to a stop with a minimum amount of jarring or concussion, thereby avoiding possible injury to the train, yet insuring the stopping of the latter with all due rapidity, and within arcomparatively 'short distance.

A still further obj ect is to provide mechanism of the above nature which can bereadily attached to the rolling'stock of a railway, either steam or electric, without necessitating serious alterations in the'construction of the latter, and to be capable of being installed at a minimum expense.

Other objects reside in the structural simplification of such devices, so as to render the mechanism for carrying out the several functions thereof, certain and positive in their operation, and to minimize the possibility of various parts becoming out of order. p

In the drawing, forming a part of this specification, and in which similar characters of reference denote corresponding parts throughout the several views thereof Figure 1 is a diagrammatic view illustrating the train controlling mechanism comprising the preferred form of the present invention. J

Fig. 2 is a detail sectional view taken along the line 22 of Fig. 1.

Fig. 3 is a horizontal sectional view, the plane of which being disclosed by the line Of 1. i

Fig. 4 is a detail perspective view of the brake valve operating element.

Fig. 5 is a detail sectional view disclosing a slightly modified form of the track trip.-

Referring more particularly to the draw-f ing, the preferred form of the present invention provides improved train-carried mechanism for governing the operation of the power-controlling elements of a locomotive, or other vehicle operating over a line of way. The mechanism is adapted to be thrown into operation when the locomotive approaches a danger zone, such as an occupied block or other obstruct-ions, which would interfere with the normal controlling of the locomotive. It frequently occurs that for reasons of physical disability, or carelessness, or mistaken orders on the partof the engineerof a locomoti e,-'that the latter will run past or ignore visible signals set against the advance of the train, which occurrences frequently result in disastrous consequences. Realizing these facts, I have provided improved means to efl eot1tlicstopping of the train or locomotive when :1 danger'conditio-n precedes the same. The means provided by this invention are purely automatic in operation, so that if a locomotive should run by a signal set against the same, said locomotive will be brought to a stop in an automatic manner independent of the engineer thereof, or without other manual assistance.

In the preferred embodiment of the invention, the train-controlling mechanism A comprising the same, consists of a fluidreceiving tank or reservoir 1, which is adapted to be supplied with a suitable fluid, such as compressed air, obtained from any suitable source. A pipe 2 leads from the tank and is provided with branches 3 and at which extend to two way-operating valves 0 and. 6. This mechanism is of course carried by a locomotive (not shown) and may be situated at anysuitable position upon the latter. A pipe 7 extends from the valve 5 and. is branched at S and 9 so as to lead to throttle and brake-controlling cylinders 10 and 11 respectively.

Positioned within the cylinder 10 is a sliding piston 12 having a piston rod 13 secured thereto and extending exteriorlyof the cylinder, through a stutling box 1 1. The outer end of the rod 13 has pivotally con nected therewith a throttle link 15, the latter also being secured to any suitable part of a throttle mechanism 16. The latter is of the usual construction, common in all steamdriven locomotives, and therefore an extended explanation relative to its construction will be omitted. It will be seen that when the plug 17 of the valve 5 is in the position shown in Fig. 1, air will be permitted to flow from the tank 1 to the pipe 7, and is then conducted to the cylinder 10 so as to retain the piston 12 in the retreated position shown. lVhen the piston occupies its normal position the throttle 16 may be actuated in the normal or usual manner.

The brake cylinder 11 also carries a sliding piston 18, which has a reciprocating piston rod 19 movably connected therewith. The rod 19 extends outside of the cylinder, through a stutling box 20, and is provided -with a pivotal joint 21, to which is secured one extremity of a link 22. The opposite end of the link is swiveled or otherwise secured to the under side of the brake-operating element 23. Said element consists of a washer-like structure which is adapted to be positioned upon the head 24 of an air-brake controlling valve 25, and is located immediately beneath the controlling handle 26 of the valve, in concentric relation to the axis of the latter. The element 23 is provided with an extension 27 which is provided with a shoulder 28, so positioned as to lie immediately adjacent to the handle 26. It will thus he been that the element 23 will not in any way interfere with the 7 normal operation of the valve 25 and its operating handle 26, but will automatically throw the handle 26 to the closed position, shown by dotted lines, when the piston 18 is moved in a forward direction. Normally the valve 5 remains in the open position, shown in Fig. 1, to permit air or other fluid to flow into one side of each of the cylinders 10 and 11, in order that the pistons 12 and 18 of the latter will be retained in the retreated or inactive positions, to permit. of the normal actuation of the throttle mechanism 16 and the brake valve 25.

In order to automatically effect the stopping of a locomotive to which the mechanism A is applied, use is made of a pivoted lever 29, which is mounted for oscillating movement upon a bracket 30, secured to any suitable part of the locomotive. The lever 29 normally occupies the vertical position shown, and is retained in such position through the agency of flat. leaf springs 31, which are carried by arms 32 extending from the locomotive frame. An enlarged depression 33 is provided in one extremity of the springsand is adapted to receive the lever 29, so as to prevent the latter from unduly oscillating. The lower extremity of said lever is preferably provided with a roller 34L, which is adapted to engage with a trip carried by atrack way 36. The trip may be formed of any suitable material, or of any appropriate size, and is fulcrumed within bearings 37 mounted upon the ties of the track way. A stud shaft 38 extends from one side of the trip and is provided with a crank arm 39, which, when oscillated, will throw the trip from a substantially horizontal and inactive position, toa vertical or active position, or vice versa. The trip is preferably operated from a signal tower (not shown) although if found desirable, the same may be operated by means of elec tric apparatus, as will be clearlyunderstood;

l/Vhen the trip 35 is in an elevated position calculated to effect the operation of the mechanism A, an inclined face or sur face 39 thereof will be disposed in the path of travel of the roller 34, and it will be noted that when the roller 34 engages with the face 39, the lever 29 will be oscillated from a substantially vertical position to the oblique position disclosed by dotted lines in Fig. 1. The inclined face or'surface 39 permits said lever to be swung in a gradual and convenient manner, without subjecting the same to abrupt shocks or jars.

A valve-operating arm 10 is connected to the upper extremity of the lever 29, and overlies the valves 5 and 6, and in contiguous relation to the latter. The rod 40 is provided with a plurality of fixed pins or studs 41, which operate within elongated slots 42 provided in valve-actuating arms 413, the arms 43 being rotatable with the cores or plugs 17 and 44 of the valves 5 and 6 respectively. It will be apparent that, from this construction, when the lever 29 is oscillated by contacting with the trip 35, that the passage of air through the valve will be effectively obstructed, also when the plug 17 is thus rotated a branch bore or port 45 provided therein, will be rotated to register with the pipe 7 while the main communieating port of the plug will aline with an exhaust opening 46, provided in the casing of the valve 5. This construction permits the air confined within the cylinders 10 and 11 to find ventto the atmosphere, whereby.

the pressure upon certain sides of thepistons 12 and 18 will be materially reduced.

Normally the valve 6 remains in aclosed position so that air carried by the pipe .2 cannot pass through the same, but when the 'lever 29 is revolved by the trip 35, so as to pistons 12 and 18 will be reciprocated in a forward manner so asto effect the operation of the throttle mechanism, whereby the propelling fluid of the locomotive will be cut 01?, and to also effect the application of the air-brake valve 25, said pistons being free to move forwardly, due to the escape of air through the outlet port 16, formed in the valve 5. Thus it will be noticed that the valves 5 and 6 operate in opposition to each other, that is, when the valve 5 is open to permit air to flow to the cylinders, the valve 6 is closed and, conversely, when the valve 6 is open the valve 5 will be in a closed position. An outlet port 49 is also provided in the valve 6 so as to permit the pistons to move rearwardly upon the opening of the valve 5. The lever 29 is retained in the oscillated position, shown by dotted lines in Fig. 1, by providing a second enlarged depression 50 in the springs 31,thus making it compulsory for the engineer of the locomotive to leave his normal position and opcrate the lever 29, before the locomotive can be again operated. If desirable, a suitable indicating device (not shown) may be placed upon the lever 29 to indicate the number of times which the latter has been operated, this being done in order to provide a record disclosing the efficiency of the engineer of the locomotive.

From the foregoing description it is thought that the following remarks concern ing the operation of the invention will be clearly understood. When a danger condition precedes a locomotive, a tower or signal man, through suitable mechanism, operates the trip 35 so that the latter will assume a vertical position. Then in the event of the engineer of an approaching train failing to heed a suitable visible signal, the lever 29 of said locomotive will contact with the inclined face 39 of the trip. This operation results in revolving the lever 29, so that the rod 10 will be pulled to rock the arms 42 and a3, in order to close and open the valves 5 and 6 respectively. This action results in discharging air from one side ofthe cylinder through the pipes 8 and 9, and thence to the atmosphere by way of the port .46 formed in the valve 5. Air then flows from the tank 1 through the valve 6 .to the opposite ends of the cylinders 10 and 11 by way of the pipes 47 and 48, which effects the, reciprocation of the pistons 12 and 13 in a forward direction, and through the connections 15 and 2st the throttle mechanism 16 and the brake valve .25 will be operatedlto bring the locomotive to a standstill. In order to place the above parts in position to permit the train to continue its progress, the lever 29 must be oscillated to assume its vertical position, and by reason of the relatively remote position of the lever, the train will be obliged to come to a standstill before it can be so adjusted.

In Fig. 5 a slightly modified form of the trip 35 has been shown. In this form it is my intention to provide an auxiliary trip which can be carried by the brakeman of a train, so that he may position the same adjacent to the track way 36 so as to protect his train. In this latter form the trip 35 is provided with a pivoted locking plate 36, which extends around the base of a rail B and embraces the opposite side of said rail. A bolt and winged nut 37 passes through the trip 35" and through the plate 36 so as to retain the trip in a secured condition with respect to the rail B, and to permit it to be readily connected or disconnected therewith.

From the foregoing description when taken in connection with the accompanying drawing, it is thought that the operation, advantages and construction of the present invention will be clearly understood, therefore, a more extended explanation with re- I gard to its details of construction and operation have been accordingly omitted.

Having described the invention what is claimed as new and patentable is:

1. In a train stopping apparatus, a portble trip member removably associated with a rail and comprising a pair of sections hinged together, one section extending below and inclosing the base of the rail, both of said sections bearing upon the top of the base of the rail and against the web of the rail, an extension formed on said first named section and extending above the top of the rail to form a trip and in spaced relation to the side of the ball thereof, to permit passage of the flange of a car wheel, and the other section terminating below the ball of the rail, and a clamping member extending through both of said sections below the base of the rail whereby said sections may be clamped in position upon the rail.

2. In a train stopping apparatus, a portable trip member comprising a pair of sections hinged together at one edge, said sections being formed for conforming engagement With the base Web and inside of the ball of the rail, an upstanding projection formed 011 one section at a point diagonally opposite said point of hinging and extend ing above the top of the ball to form a trip, said projection being spaced from the side of the ball whereby to permit passage of the flange of a car Wheel, a bolt extending through both of said sections below and in spaced relation to the base of the rail, and 10 a clamping nut threaded upon said bolt for holding said sections in clamping engagement upon the rail.

In testimony whereof I afiix my signature.

EDWARD A. REBOUL.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

